Supplement to Pilot's Operating Handbook and/or FAA Approved Airplane Flight Manual

- Check evidence of fluid from all panels and propeller 4. All switches - OFF Before Starting Engine 1. Fluid Quantity Indicator - Check quantity (See Limitations for weight and balance) 2. System Operation Lights - Check 3. Windshield De- ice Pump - Check operation 4. Wing Inspection Light - - Check operation Check OFF if daylight operation 5. All switches - OFF Mooney M20J, M20K, M20M, M20R & M20S 04600FMS FAA Approved: April 18, 1988 page 10 of 28 Revised: Nov 1, 2001 In Flight FLIGHT INTO KNOWN ICING CONDITIONS IS PROHIBITED. See Emergency Procedures Mooney M20J, M20K, Ice Protection System M20M, M20R & M20S FAA Approved: April 18, 1988 04600FMS Revised: Nov 1, 2001 page 11 of 28 Section 5. Performance No Change Mooney M20J, M20K, M20M, M20R & M20S 04600FMS FAA Approved: April 18, 1988 page 12 of 28 Revised: Nov 1, 2001 This page intentionally left blank Mooney M20J, M20K, Ice Protection System M20M, M20R & M20S FAA Approved: April 18, 1988 04600FMS Revised: Nov 1, 2001 page 13 of 28 Section 6. Weight and Balance The fluid density is 9.2 pounds per U.S. gallon. There are no changes in weight and balance limits with the system fitted. Table 6-1 Weight and Balance Table Ice for Protection Fluid Volume (gal) Weight (lb) Arm (in) Moment (in-lb) 1 9.2 70.7 650 2 18.4 70.7 1301 3 27.6 70.7 1951 4 36.8 70.7 2602 5 46.0 70.7 3252 6 55.2 70.7 3903 Mooney M20J, M20K, M20M, M20R & M20S 04600FMS FAA Approved: April 18, 1988 page 14 of 28 Revised: Nov 1, 2001 This page intentionally left blank Mooney M20J, M20K, Ice Protection System M20M, M20R & M20S FAA Approved: April 18, 1988 04600FMS Revised: Nov 1, 2001 page 15 of 28 Figure 7-1 Fluid Quantity Chart Section 7 System Description The tank is serviced through a single filler located on the right fuselage aft of the baggage compartment, and has a total capacity of 6.1 gallons. The unusable volume is 0.10 gallon. It is the pilot's responsibility to ensure that an adequate quantity of fluid is carried. A minimum of 1.00 gallon is required in the tank before takeoff, if the system is to be considered operational. Fluid quantity is measured by a float operated sensor which transmits an electrical signal to the indicator located on the ice protection control panel. Mooney M20J, M20K, M20M, M20R & M20S 04600FMS FAA Approved: April 18, 1988 page 16 of 28 Revised: Nov 1, 2001 Figure 7-2 Ice Protection Control Panel Maximum system endurance: With ANTI-ICE selected... 2 hours 30 minutes With DE-ICE selected ..... 1 hour 15 minutes The above time includes an allowance of 5% for the use of windshield de-icing. The contents indicator display is a digital readout in gallons and 1/10 of a gallon. This display automatically dims for night operation. Mooney M20J, M20K, Ice Protection System M20M, M20R & M20S FAA Approved: April 18, 1988 04600FMS Revised: Nov 1, 2001 page 17 of 28 Figure 7-3 Fluid System Schematic Fluid pressure for airframe/propeller ice protection is provided by a two- speed electrically driven pump. The low speed provides the required flow when ANTI-ICE is selected, and the high speed provides the required flow when DE-ICE is selected. The operation state of the airframe/propeller system is displayed by two indicator LED's which indicate when anti- ice and de-ice are selected. The option selected will cause the corresponding LED to illuminate green. If a low pressure is experienced in the system, the option selected will alternately flash green and red. The LED of the unselected option will flash red. From the pump, the de-icing fluid passes through a filter and then through a spring loaded check valve which Mooney M20J, M20K, M20M, M20R & M20S 04600FMS FAA Approved: April 18, 1988 page 18 of 28 Revised: Nov 1, 2001 prevents flow when the pump is not operating. A system of plastic tubing carries the fluid to proportioning units located in the tail and in each wing. The proportioning units divide the flow into the requirements of the individual items fed from each proportioning unit outlet. Porous panels are attached to the aircraft leading edges. When the system is functioning, these panels exude de-icing fluid at a low steady flow rate. Protection for the propeller is provided by a pipe which passes through the engine compartment and directs fluid into a slinger ring located on the spinner backplate. Centrifugal action throws the fluid from the slinger ring through tubes and on to grooved rubber overshoes fitted to the root end of each propeller blade. A small electrically operated pump provides pressure for windshield de-icing. Operation of this pump is controlled by a non-latching switch on the ice protection control panel, and applies a 3 second timed burst of fluid from a multiple outlet spraybar onto the left hand side of the windshield. The windshield de-icing system is designed for intermittent operation to establish pilot's forward vision as required. A wing inspection light, controlled by the ice light switch, is provided to illuminate the leading edge of the left wing during night operation. Mooney M20J, M20K, Ice Protection System M20M, M20R & M20S FAA Approved: April 18, 1988 04600FMS Revised: Nov 1, 2001 page 19 of 28 Figure 7-4 Wiring Schematic Mooney M20J, M20K, M20M, M20R & M20S 04600FMS FAA Approved: April 18, 1988 page 20 of 28 Revised: Nov 1, 2001 This page intentionally left blank Mooney M20J, M20K, Ice Protection System M20M, M20R & M20S FAA Approved: April 18, 1988 04600FMS Revised: Nov 1, 2001 page 21 of 28 Section 8 Handling, Servicing and Maintenance Prolonged out of Service Care During Flyable Storage Ensure that the de-icing fluid tank contains at least the minimum take off quantity of fluid (1 gallon), and that all system components are filled with fluid. If necessary operate pump(s) until all air is dispelled from components and pipelines (see Priming, below). Recheck tank contents. Servicing 1. De-icing Fluid Tank See Limitations for specified de-icing fluids. The filler cap is located on the right fuselage aft of the baggage compartment. To preclude the possibility of contaminated fluid, always clean the top of fluid containers before dispensing, and if required maintain a clean measuring vessel solely for de-icing fluid. Secure the filler cap immediately after filling. The tank is vented through the filler cap and an additional vent line is provided. 2. De-icing Fluid Strainer Ordinarily, the de-icing fluid strainer in the fluid tank outlet should not require cleaning, unless there is a definite indication of foreign matter in the tank. Mooney M20J, M20K, M20M, M20R & M20S 04600FMS FAA Approved: April 18, 1988 page 22 of 28 Revised: Nov 1, 2001 3. De-icing Fluid Filter Normally, the de-icing fluid filter element should be changed at 1200 hours or 2 year intervals. However, the filter element may require changing at more frequent intervals, depending on service conditions and fluid handling equipment when operating in localities where there is an excessive amount of sand and dust. 4. Priming The airframe/propeller pump may not be self priming, and is primed, when required, by operation of the windshield pump. 5. Porous Leading Edge Panels Caution Porous panels contain a plastic membrane which may be damaged by certain solvents, particularly Methyl Ethyl Ketone, Lacquer thinner and other types of thinners. Mask panels when painting aircraft or when using solvents for other purposes in the proximity of the porous panels. Only the following solvents are permitted for use on porous panels, but refer to recommended procedures for cleaning exterior painted surfaces for aircraft. Water (with soaps or detergents) De-icing fluids (As specified in Limitations) Aircraft fuels (Gasoline or Kerosene) Isopropyl or Ethyl alcohol Mooney M20J, M20K, Ice Protection System M20M, M20R & M20S FAA Approved: April 18, 1988 04600FMS Revised: Nov 1, 2001 page 23 of 28 The porous panels may be washed with mild soap and water using a brush or lint free cloth. Table 8-1 Overhaul or Replacement Guide Component Overhaul or Replace Airframe/Propeller Pump On Condition Motor Brushes, Airframe/Propeller Pump Every 2,000 Hours Windshield Pump On Condition Solenoid Value (Windshield) On Condition Low Pressure Switch On Condition Filter (Subject to element replacement detailed in servicing) On Condition Mooney M20J, M20K, M20M, M20R & M20S 04600FMS FAA Approved: April 18, 1988 page 24 of 28 Revised: Nov 1, 2001 Table 8-1 Overhaul or Replacement Guide (continued) Component Overhaul or Replace Fluid Tank On Condition Pipelines and Couplings On Condition Proportioning Units On Condition Porous Panels On Condition Propeller and Spinner Mounted Equipment On Condition Control Panel On Condition Mooney M20J, M20K, Ice Protection System M20M, M20R & M20S FAA Approved: April 18, 1988 04600FMS Revised: Nov 1, 2001 page 25 of 28 Section 9 Supplements Not applicable. Mooney M20J, M20K, M20M, M20R & M20S 04600FMS FAA Approved: April 18, 1988 page 26 of 28 Revised: Nov 1, 2001 This page intentionally left blank Mooney M20J, M20K, Ice Protection System M20M, M20R & M20S FAA Approved: April 18, 1988 04600FMS Revised: Nov 1, 2001 page 27 of 28 Section 10 Safety Information Flight in Unexpected Icing Conditions 1. The airframe ice protection system is not intended to remove ice from the aircraft on the ground. Do not attempt to take off with frost, ice or snow on flying surfaces. 2. No airplane or combination of de-icing and anti-icing equipment can be designed for the worst possible icing encounter - this condition cannot even be defined. As competent pilots know, there appear to be no predictable limits for the most severe weather conditions. For essentially the same reasons that airplanes, however designed or equipped for IFR flight, cannot be flown safely into conditions such as severe thunderstorms, tornadoes, hurricanes or other phenomena likely to produce extreme turbulence, airplanes cannot be expected to cope with the worst icing conditions that nature can produce. The prudent pilot must remain alert to the possibility that icing conditions may become so severe that his equipment cannot cope with them. At the first indication that such conditions may have been encountered, or may be ahead, he or she should react by deciding the most expeditious and safe course of action. The decision should be based on weather briefing, recent pilot reports and ATC observations. Alternatives could be course changes, altitude changes or even continuance on the same course. Mooney M20J, M20K, M20M, M20R & M20S 04600FMS FAA Approved: April 18, 1988 page 28 of 28 Revised: Nov 1, 2001 3. The ice protection system is not designed to permit flight in icing conditions for an indefinite period of time. Its purpose is to provide some protection from the effects of ice, should an unexpected or inadvertent encounter with ice occur. At the first observation of airframe ice, the pilot should immediately take action to find a flight condition that will minimize the time in icing and provide a safe exit from the icing conditions. If the possibility of icing exits, the prudent pilot will always plan the flight such that at least one alternative exists (altitude, course, or landing site) that will offer a safe exit from the icing conditions. 4. Stall warning indications should not be relied upon during, or following, icing conditions, as operation of the wing mounted sensors is likely to be impaired. Depending upon circumstances, it may be advisable to increase approach and landing speeds, because even with the protected regions totally clear of ice, a performance degradation will occur due to ice on the unprotected regions. The amount of the degradation cannot be accurately predicted. Therefore the pilot must use extreme caution during approach and landing, being alert to the first signs of pre-stall buffet and an impeding stall.